Railway-traffic controlling apparatus.



L. V. LEWIS.

RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION HLED FEB.13. I913.

Patented Jan. 4, 1916.

5 SHEETS-SHEET l.

WITN

L, V. LEWIS. RMLWAY TRAFFIC CONTROLLING APPARATUS APPLlCATlUN FHED8.131913.

['utcnted Jan. 4. 1916.

5 IEFS SHKH 2.

SSHEHS Patented Jam-1, I916 L. V. LEWIS.

RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICAIION FILED FEB. \3 9H.

rosorroMg A cYL/NDER WITNESSES wwfi ym L. V. LEWIS.

RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED FEB I3, I9I3. v 1 1,167,335. Patented Jan. 4, 1910.

5$HEET$ SIIEkI WITNESSES INVENTOR L. V. LEWIS.

RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED FEB. I3v |':'I3.

Patented Jan. 4, 19H}.

WITNESSES %f/O V JXMQ44 a x- W Continuation of application Serial 110.713,838, filed August 7, 1912.

1913. Serial 110,748,092.

UNITED STATES PATENT OFFICE.

LLOYD V. LEWIS, OF EDGEWOOD BOROUGH, PENNSYLVANIA, .ASSIGNOR TO THEUNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA,A-COBPOBATIONQF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING ABPABATUS.

To all. whom it may concern.-

Be it known that L'LnOYn V. Lewis, a citizen of the United States,residing at Edgewood Borough, in the'county of Allegheny and State ofPennsylvania, have invented certain new and useful Improvements inRailway lratfiC-Controlling Appa- '1 atus, of which the following is aspecification.

of a locomotive having applied thereto one the apparatus shown in Fig.1.

form and arrangement of apparatus embodying my invention. Fig. 2 is aview showing in front elevation a portion of the apparatus showninFig. 1. Figs3 is a view showing on a larger scale a portion of Fig. 4 isa sectional view on an enlarged scale on the line I, VIV of Fig. 1looking in the direction of the arrows at the ends of the section lines.Fig. 5 is a view showing in cross section and on an enlarged scale avalve de-.

vice 40 shown in Fig. "1. Fig. 6 is a view showing in perspective a partof the valve device shown in Fig. 5. Fig. 7 is a sectional view on theline VIIVII of Fig. 5. Fig'. 8 is a. view showing'in cross section andoh an enlarged scale a valve device 59 shown in F ig. 1, the line VIIIof Fig. 8. Fig. 9 is a view showing a modification of a portion of thevalvedevice shown in Fig. 8. Fig. 10 is a view showing a modification ofthe valve device 40 shown in Fig. 1. Fig 11 is a view showing amodification of parts of the apparatus shown in Fig. l and embodying myinvention. Fig. 12 is a view showing a modification of the apparatusshown in Fig. 1 and embodying my invention. Fig. 13 is a. view showingin another position one of the parts shown in Fig. 12.

Specification of Letters Patent.

F in. 8" is a cross-sectional .view on Similar reference character referto similar parts in each of the several views.

Referring first to Fig. 1, 12 designates one of the track rails of arailway upon which a vehicle 13, here shown as being a locomotive, isadapted to travel. Located in the-track- Paten ted 'Jan. 4, 1916'. Thisapplication filed February 18,

way is a trip 10, and carried on the vehicle 13 is an arm 11 arranged sothat it may at times engagethe' trip 10 to affect certain apparatus onthe vehicle. As here shown,

the trip 10 is stationary, and is, therefore,

always in tripping position, although I do not wish to limit myself tothis particular arrangement of the trip 10; This trip, as here shown,,is provided with an inclined surface sloping upwardly'in' thedirectionof movement of the vehicle 13. The arm 11 is pivotally mounted on thevehicle at a point 1.5 and is so formed'that-itmayr'ide upwardly on theinclined surface of the trip 10. The arm 11 .is biased by some suitablemeans so as to be nofmallyjin position for engagement withthe inclinedsurface of the trip 10; as here shown this'blas is obtained by means ofa helical spring-14 which surrounds a rod 16. The lower end of rod.

16 is provided with a jaw 17 which is pinned to the arm 11, and th upperend of rod 16 passes through a lug 11 formed on a bracket 19 mounted ona part of the undenframe of the. vehicle 13, here shown as being thebumper-beam 21. The lower end'of spring 14 bcarsngainst the'jaw 17,and.the upper end against the lug, 18. The pressure ofthe spring 14 ontheijaw 17, and-the vertical location of the ar in 11, may be-adjustedby means of a nut 20,'screwed on the upper end of rod 16 and bez tringon the top o filug 18.

The arm 11 may at times be moved' up- \vardlv out of position forengagement with the trip 10. and'agninst the pressure of th e spring 14.by rheans of a suitable actuating mechanism which I will. now explain.This" mechanism i a ijnclosed in a box 22.1ca rried by the bracketMounted in the b01522 is a cylinder 2331.. which is areciprocating-piston 24. Tlf. piston is fixed to a rod 25. the

lower end of whi'dh. (see Fig. 9.) itarries a are threaded for thepurpose. The lower ends of rods 26, 26 pass through holes in a placeagainst the shoulders of the rods by peening the ends of the rods overagainst the crosshead. As shown more clearly in Fig. 4, the corners ofthe crosshead 27 are cut away to form flanges which slide in guides 28,28" formed respectively in the back of the box 22 and in the cover 22 ofthe box. It will be seen that these guides 28, 28 constrain the cros ead27 to reciprocation in a straight ii- A rod 30 passes through a hole 34in the crosshead 27. The size of the hole 34 is such that the rod 30 mayreciprocate freely therein and the shape of the hole I is such that therod .mafy. have a small amount ofangular motion without binding. The rod30 is threaded at, both ends; the lower end is screwed into a jaw 32,which is pinned to the arm 11. and the upper end is provided with a headin the form of a nut 31, which rests normally on the upper face of thecrosshead 27. The nut 31 is castled, that is, it is provided Withseveral diametricalslots 31 across its top {and the rod 30 is providedwith a hole near its upper end. The nut 31 is adjusted so that the arm11 has the proper location relative to the trip 10, and the nut is thenlocked by passinga cotter pin 29 through the hole in the rod 30 and oneof the slots 31*.

Fluid pressure may be admitted to either end of the cylinder 23 by meanswhich I will hereinafter explain. It will be clear that when fiuidpressure is admitted to the upper end of the cylinder and thelower endis open to atmosphere, the piston 24 and crosshead 2'7 will occupy thelowest position of their stroke, which is the position in'which they areshown in Fig. 1. The arm 11 is then pressed downwardly by the spring 14so that the nut 31 rests with considerable pressureon the crosshead 27.Thus fluid pressure and gravity combine'to hold the crosshead at thelowest point of its stroke. It will be apparent that, if desired, theac-. tion of fiuidpressure on the top of the piston may be dispensedwith and gravity re lied upon to hold the crosshead down. 'It

will be seen that if fluid pressure is now admitted to the lower end ofcylinder 23 and the upper end is opened to atmosphere, the crosshead 27will raise the arm ll-out of the path of thetrip 10; and it will also beclear 'that if the arm is not thus raised before it reaches the trip 10,it will be raised by the inclined face of the trip, and the nut 31 willthen be lifted from the crosshead 27. It will, therefore, be seen thatwhen the arm 11 is raised out of operative position by; the actuatingmechanism on the vehicle, there is no relative movement of the crosshead27 and the hut 31, but that when the arm is raised bythetrip 10 there isrelative movement of these two parts. I make use of this relativemovement of the two parts in a manner which I will now explain to afleccertain apparatus on the vehicle.

A latch 36 is mounted on a shaft 37 which is journaled in lugs 37projecting from the crosshead 27. This latch is biased by means of aspring 38 to the position in which it is shown in Figs. 1 and 3. Thelatch 36 is provided with a shoulder 39 which may be engaged by the nut31, when the latter moves upwardly from the crosshead 27, to move thelatch laterally against the action of the spring 38. It will be seenthat while the nut 31 rests on the top of the crosshead 27 the latch 36occupies its normal position under the action of spring 38, regardlessof any simultaneous movementiof the crosshead and the nut. Hence, whenthe arm 11 is raised by piston 24,the latch 36 remains in its normalposition with respect to crosshead 27, that is, it is not movedlaterally with respect to the direction of movement of the crosshead;but when the arm 11 is raised by trip 10, the nut 31 engages theshoulder 39 of latch 36 and moves the latter laterally against theaction of spring 38.

The latch-36 is, as here shown, extended upgvardly for a considerabledistance above the shoulder 39. follows: While the arm 11 is held in theraised position by piston 24, if the spring 11 should break, then thearm 11 might stick in its raised position'after the grosshead is drivendown by the piston.- In such case the nut 31 would engage the upwardlyextended portion of the latch 36 and hold the latter in its laterallydisplaced position, thereby preventing the apparatus which is afiectedby the latch from being returned to its normal position until the arm11. is released.

I utilize the lateral movement of the latch 36 to affect certain.apparatus onthe vehicle, preferably the fluid pressure brakes. As hesnown,'I provide a valve. device 40 which is opened by the lateralmovement of the latch 36, which valve device when opened is arranged tocause a reduction of pressure in a pipe 41. The pipe 41 may be connectedwith the brake pipe of the vehicle, or it may be'cmployed otherwise tocontrol the brakes of the vehicle; in either case an application of thebrakes is accomplished by a reduction of pressure in pipe 41.

Referring particularly to Figs. 5, 6 and 7, the valve device 40comprises a body 44, a cap 45 and a cap 46, all held together by bolts47. The valve stem 43 passes through a hole in the head 46 and isprovided with an integral head 48 which limits the outward movement ofthe stem by engaging fthc head 46. The body 44 is provided with anannular valve-seat 49 upon which a valve 50 is adapted to be seated.This valve 50 is heltt against its valve seat by a spring 54. The valve50 is screwed on the end of a triangular stem .31 (see Figs. 5 and T). Apiston 52 is adapted to reciprocate in the cylinder formed by the bodyportion t t. This piston carries an extended sleeve 515 which surroundsthe stem 51 and serves a guide therefor. The end of the sleeve 53 restsagainst a Washer 92. which in turn rests against the valve .30, the saidend of the sleeve 53 being recessed. as indicated in Fig. 6 to permitair to tlow from chamber 55 into the sleeve 53 when valve .30 is raisedfrom its seat. Pipe 41 opens into chamber and the body 1t is providedwith a port, so by which chamber fiT'is opened to atmosphere when piston7 moves to the left, the port 56 being so located that a consideahlemovement of piston 52 is necessar in order to exhaust chamber 37 throughport .36 to at-- n'iospheie. The body ll is provided with anotier port11% for exhausting to the at mosphere any tluid which mav leak pastvalve 550 into chamber 126 on the left hand side of piston 51!.

The operation of the valt'e device 40 is as follows: l nder normalconditions the valve 30 rests against its seat ll). being held thereboth by spring 51 and by the pressure on the. valve of the fluid inchamber {35. \Vhen the valve stem 13 is pressed in 'ardly by the latch30, the head =18 engages the end ofstem 51 and raises valve from itsseat. Fluid pressure then flows from chamber through the sleeve 53 intochamber 51; the tluid pressure in chamber 57 acting upon the right handface of piston .32 vvilllmove piston 5:2 to the left. until the prongson sleeve 53 engage valve 50. It now the pressure in chambers 55 and 57acting upon piston 52 sutlicient to oven come the pressure of spring 5-the piston will move still farther to the left until it seats upongasket 127, thereby fully openj the ort 513 so that the fluid pressurewill be rapidly exhausted to atmosphere. This fluid pressure inchamliiers 53 and 57 acting against, the area of stem 43. moves stem 43to the right, and leakage past stem 43 is then prevented by the pressureof head ltlaigainst cap 16. The area of.piston is connvaratively large,hence, only a comparatively small fluid pressure upon piston 52 isrequired to equal the pressure of spring 54. -As soon as the pressureupon piston .32 decreases to a value less than the pressure of spring54, the piston 52 will tend to return, thereby partially closing orifice56. This throttling of the orifice 56 has the effect of increasing thepressure in chamber 57 so thatba point of equilibrium is soon reached atwhich the pressure against ,piston 52 just balances the pressure ofspring 54: for example, thc spring f l may be so adjusted that apressure of five pounds per square in h will be sutlicient to hold thepiston 52 in such position that the port 56 is partially open. It willbe evident, therefore, that the valve 50. after being opened by means ofpressure exerted against stem 13 will remain open as long as suliicientfluid is supplied hy pipe 11 to maintain a pressure of five pounds persquare inch, and that to close the \alve it is either necessary toreduce the pressure, in chambers 55 and 57 to less than five pounds persquare inch, or to provide means for securing an equalization of lluidpressure upon the opposite faces of piston It is obviously necessarythat the. brakes should he released after they have been auton'iaticallyapplied, and to accomplish this the valve 50 must be closed and thepressure in pipe 41 must be restored to its normal value. The closure ofvalve 50 may be accomplished in several ways. For example, it may beaccomplished by temporarily disconmatting the pipe 41 from its source ofthud pressure supply, thereby removing the fluid pressure on piston 52so that this piston moves to the right under the influence of spring 51-and closes both valve 50 and exhaust port 56; the pipe 41 may then beagain connected with its source of fluid pressure supply, and the *alve50 being closed will permit the pressure in pipe 41 to build up to itsnormal value. In Fig. 1 I have shown a valve 128 for thus controllingthe pipe 1], this valve comprising a valve seat 115 and a valve stem11-1 adapted to coact with the seat to close the pipe 41. The stem 114is normally held away 'from the seat 115 bv a spring 117, but may bepressed into engagement with the seat by any suitable means such as by apush button 116. I do not, wish to limit myself to the use of a pushbutton for the control of valve stem 114. Leakage of thud pressure frompipe 41 to atmosphere through the valve 128 is nevented by providing thevalve stem 115 with a piston 12!) which seats against a gasket. 130. Thevalve device 129 is preferably located at a point on the vehicle acteran auion'iatic application of the brakes they cannot be released untilthe vehicle has come nearly to a stop. As this valve inferrupts thecommunication between the air brake system and valve 40 withoutaffecting the. pressure in the brake system, it is evi dent that it maybe employed to prevent an application of the brakes \vhen arm 11 israised by the trip It); and since the valve 128 is located atv a pointon the vehicle only accessible from the roadway, this action may only beaccomplished when the vehicle is moving at a low rate of speed.

Referring now to Fig. 10, I have here shown another means by which thebrakes may he released after an automatic applicacessible only from theroadvvav, so that afvice 40, it is desired to release the brakes,

"from one side to the other thereof. -slide valve is held against itsseat by a the electromagnet 121 is energized thereby closing valve 120.The pressures on each side of piston 52 are, thereby equalized so thatthis piston is moved by spring 54. to close valve 50; magnet 121 maythen be again dcencrgized and the valve 50 will, of course, remainclosed. The supply of fluid pressure for the cylinder 23 is, as hereshown, obtained from a pipe 58, which is connected with a suitablesource of fluid pressure (not shown), such, for example, as the mainreservoir of the fluid pressure brake system. The supply of fluidpressure from this pipe 58 to the cylinder 23 is controlled by means ofa valve device 59, hereinafter referred to as a timing valve, which Iwill now explain, referring particularly to Figs. 1 S, and S. This valvedevice is inclosed in a casing comprising three sections 60, (31 and(32, which sections are held together by bolts ($3. The section (31contains a chamber tit. into which the pipe 58 opens. Mounted in thechamber til is a slide valve 6;; which slides over ports (39. and 71 ina wall of the chamber. lorts (39 and 71 are connected res 'iectivelywith the top and bottom of the cylinder 23, and port 70 is open toatmosphere. The slide valve is rcciprocated by shoulders (37 and (37 onan extension 66 of a piston (38. This piston is adapted to reciprocatein a cylinder formed in section )1 of the casing. The shoulder O7 isshaped to lit the chamber (H and, therefore, serves as a guide toconstrain the, piston 68 to movement parallel to its cylinder; thisshoulder is triangular in shape or is otherwise recessed to permit thepassage of fluid The spring 72 which slides along the wall of thechamber 4 opposite the slide valve seat and which presses upon a, pin131 mounted in the slide valve. A reservoir 73 adapted to retain fluidpressure is screwed into the section 62 of the device: this reservoir Iwill hereinafter term a timing reservoir. This reservoir is open at itstop so that it communicates with section 62. and the pressure in thereservoir acts upon the bottom of a piston 74 which is adapted toreciprocate in a cylinder formed in section 60. The area of this piston74 is greater than the area of piston (38. Piston 74 is fixed to a stem76, the upper end of which may reciprocate in a. suitable socket 78 inpiston The function of stem 76 is to raise piston 68 when piston 71 israised by fluid pressure in reservoir 73. A helical spring 77 extendsfrom piston 74 to piston 68, and tends to separate these two pistons.

A valve body 72 is screwed into the upper section (31 of the device, andinto this valve body is screwed an iron clad electromagnet 79 whichcontrols a pin valve 80. This pin valve connects the timing reservoir73, through a pipe 81, with atmosphere or with the chamber (54,according as the electromagnct is deenergized or energized. The pipe R1is provided with an orifice S6 of restricted area. A pipe 83 opens intothe chamber 85 between pistons 68 and 7-l. This pipe may be connectedwith atmosphere or with pipe 58 by means of a cock 84. The purpose ofthis pipe is to cut the entire apparatus out of service as hereinafterexplained.

The operation of the timing valve 59 is as follows: Chamber ($4 isconstantly filled with fluid pressure from pipe This fluid pressure actsupon the upper face of piston 8 to hold the latter down against its seat75, thereby holding the slide valve 65 in such position that the lowerend of cylinder 23 is connected with atmosphere and the upper end withchamber 64. The chamber 85 under piston (38 is connected with atmospherethrough pipe 83 and cock 8%. \l'hen magnet- 79 is deinergized, thetiming reservoir 73 is. connected with atmosphere by the pin valve 80.as shown in the drawing. \Yhen now magnet- 79 is energized. it operatespin valve 80 to disconnect the. timing reservoir 73 from atmosphere andto connect it with chamber (34. When the pressure in reservoir 73reaches a certain proportion of the pressure in chamber 64, its actionon piston 74 is sufficient to overcome the pressure on piston 63, sothat the latter is nnseated, thereby exhausting to 1.10 atmosphere thesmall annular chamber 99. The pressure of air on the top of piston (38now acts on asmaller area of this piston, so that a force sutlicient tostart this piston from its seat will be sutficientto overcome the addedfriction of the slide-valve and to quickly complete the stroke of thepistons and slide valve. Quick action of the slide valve is therebysecured. .Theperiod of time required for the pressure in reservoir 73 toreach this proportion of theinitial pressure depends upon the capacity"of the reservoir 73 and upon the area of orifice 8G: hence, this periodof time maybe varied by 'arying either one or botli of these values.

Vhen the slide val ve as has been moved, cavity 88' connects ports 69and 70. and port 71 is opened to cl'iamber 64; this opens the top ofcylinder 23 to atmosphere and con nects the bottom of this cylii'iderwith 30 chamber 64 and, therefore, with pipe 58. The fluid pressure thusadmitted to the bottom of cylinder 23 raises the piston 24, therebyraising arm 11. This movement of the piston 24 will be compan tivelyrapid because cavity 88, ports (19, 7 and 71 are comparatively large.When now magnet 79 is deenergized the pin valve 80 disconnects thetiming reservoir 7 3 from the chamber 6-1- and connects it with theatmosphere through exhaust port 89. The consequent reduction of pressureunder piston 7- permits the pres sure in chamber 64 to push pistons (38and 74 "and the slide valve (36 downwardly so that port 90 registerswith port 69 and cavity 91 registers with port 71. This is the posi tionin which the slide valve is shown in the drawing. The valve thenconnect-s the 'bottom of cylinder 23 with atmosphere and the top of thiscylinder with the fluid pressure in chamber (34. Port 90 and cavity 91are of comparatively small area, hence, the downward movement of pistonill is accomplished slowly, thereby cushioning the downward movement ofarm l1 under the influence of spring 14.

When it is desired to cut the apparatus out of service, that is, toraise the arm ll out of position for engagement with stop 10 and hold itthere, the handle of cock 8ft is turned from the position shown in fulllines to the position shown in dash lines, thereby connectingtfllfillil'li! 83 with pipe 58. Both faces of piston 3 are thensubjected to fluid under the saint pressure, and

the spring I"? then becomes other e to raise the pi ton 68 away fromstem I thereby movin the slide valve 65 to such po as to cause piston 24to raise the arm 11. out of position for engagement with the stop 10.

As I have stated hcrein efore, a considerable period of time elapsesafter magnet 79 is energized before the pressure in reservoir 73 becomessufiicient to raise piston 74. This period of time is substantiallyconstant regardless of variations in the pressure in chamber 64. Thereason for this is that the tlow of ainthrough an orifice is within widelimits directly proportional to the pressure. For example, assume thatthe pressure in chamber 64 is 100 pounds per square inch, and thatwounds per square inch in reservoir 73 is so cient to overcome thepressure on piston 68, and that the time consumed in charging thereservoir to. 'Tl pounds, seconds; then it the pressure in chamber he is80 pounds per square inch. then the Bow of air through the orifice sowill he 80% as great as before, and the pressure in reservoir. 73 willreach 56 pounds (70% of 30 pounds) in tl some pcu' of time, that is, in3 seconds.

The flow of air through the orifice 86 will, of :course, vary to somedegree with variations of temperature of the air, so that with a anorifice 86 of constant area, as shown in Fig. 8, the time consumed incharging the reservoir 73 will vary, with variations of temperature. Ifdesired, this variation of time may be avoided by providing means formowing the area of the orifice inversely as the variations often'iperaturc. One such means is shown in Fig. 9, in which the o ri lice96 is formed between a valve seat 97 and the end of a rod ill. The upperend of the rod is screwed into :1v cap 98, which latter screwed into atube 95. The rod 94, and the tube 595, are of diltercnt materials,having diil'cient coetlicients of expansion, the rod .Jl having thehigher coellicient of the two, so that the area of the orifice 96 variesinversely as the tei'nperature.

As I have stated he einbefore, the present invention is a continuationof the invention shown and described in my co-penth iug applicationfiled Aug. 7, 1912, Serial No. 713,838. The means which I employ in thepresent invention for controlling the clectroluagnet 79 is preferablysimilar to the means shown in my said copeuding application tor thecontrol of the corresponding electromagnet shown therein. Briefly described, this means as shown in the brescnt case, is follows: A contactshoe 103 is supported on the vehicle 13 in any suitable manner, as byn'iounting it on a beam 10% carried by the vehicle. This contact shoe isconnected with one terminal of magnet il by a wire 1 3. The otherterminal of magnet To is connect d with a wheel 113 of chit-1c by a wire106 and a brush 10? hearing in! an axle "its. Extending in the rear ofthe trip EU is a ramp rail which adapted to be engaged by the shoe 103.As here shown, this ramp rail comprises two sections 101 and 102,insulated from each other. 100 is a source of current, one terminal ofwhich is constantly connected with a track rail 12 by Wire 110, and theother terminal of which is constantly connected with section. 1.02 ofthe ramp rail by wire 111.. The other section10l of the ramp rail isconnected with or disconnected with the lastmentioned terminal of thesource 100 according as a circuit controller ion is closed or open. Thiscircuit controller 109 may be opeiated by any suitable means, such, forexample, as by a railway signal as shown in my hereinbei'ore mentioned(:0- p rnding application.

The operation of the apparatus is as follows: Assume that the vehicle 13is travelihg in the direction indicated by the arrow, and that thecircuit controller 109, is open, as: shown in the drawing. \Vhen thecontact shoe L03 e1 gages section 101 of the ramp rail, the circuit formagnet 79 is not closed because section 101 is not connected with thesource of current 100. XVhen, however, the contact shoe 103 reachessection 102 of the ramp rail, the following circuit for magnet isclosed: from source 100, through wire 111, section 102 to ramp rail,contacttshoe 103, wire 105 magnet 79, wire 100, brush 107, axle 10S,wheel 113, rail 12, and wire 110 to source 100 The energization ofmagnet 70 operates the pin valve to admit fluid pressure to the timin{reservoir 73. If the speed of the vehicle 1 3 is such that the slidevalve 05 is operated in time to cause arm 11 to be raised before thisarm reaches the trip 10, then the valve 40 is not operated and thebrakes are, therefore, not applied. If, however. the speed of thevehicle is such that arm 11 is not raised before it reache trip 10, thenthis arm is raised by the t' p and latch an is operated to open thevalve 40, thereby ap plying the brakes. [l the circuit controller 10%)is closed. it will be clear that magnet T5) will be energized as soon ascontact shoe I03 engages section 101 ol the ramp rail.

It may be desirable in certain instances to obtain an emergencyapplication of the brakes it the train is traveling at a high speed, inorder to insure that it will be brought to a stop within a reasonabledistance. If the train is traveling at low speed an emergencyapplication of the brakes might result in unpleasant or dan gerousshocks, hence at low-speed a serv ice application of the brakes ispreferable.

Referring now to Fig. 11, l have here shown means for causing a -serviceor an emergency application oi the brakes ac cording as the speed of thevehicle is below or above a predetermined point. As here shown, thismeans comprises two valve, dc vices l0 and 40H each of which is the sameas the valve device 40 shown in Fig. .3. except that in valve device 40"the exhaust port 30 is larger than the exhaust port at; in valve device40 of Fig. .7. The valve stems iii of both valve devices 40 and 40 re inposition to be operated by latch 30; valve device 40 operated wheneverthe latch is moved laterally by relative movement of the nut 31 andcrosshead l7. and valve device 40 isopcratcd only when this re ativemoveinentnis so sudden that the energy trans mitted to the latch by nut31 rises above a certain value. As here shown, I provide a buttingdevice 122 with which the latch 30 engages attcr it has moved laterallyfar enough to operate valve device 40. This butting device comprises arod 123, provided with a head 125, which rod and head are normally heldin the position shown by a spring 124. The normal position of the headsuch that when the latch has been moved laterally far enough to operatethe valve device 40 (the position shown in dash lines) it engages thehead 123. It the speed of the vehicle is below a: predetermined value,the inertia of the latch is not sutlicient to cause it to compress thespring 124. and the valve device 40 only is operated; it, however, thespeed of the vehicle is above this predetermined point, the inertia ofthe latch is sufiicient to cause it to cmnpress the spring 124 to suchan extent that the latch operates the valve 40*. The two valve de vicesl0 and 10 may be employed in any suitable Way to cause respectively aservice" application and an emergency application of the brakes. If theipe 41 is connected directly with the train pipe, these two distinctiveapplications of the brakes may be obtained by providing a, relati elysmall exhaust port 56 in the valve device 40, and a relatively largeexhaust port are in the valve device 40", thereby obtaining a relativelyslow rate of reduction of fluid pres sure when valve 40 alone is opened,and a relatively rapid rate of reduction in tluid pressure when bothvalves l0 and it) are opened. Other methodsot obtaining the two distinctapplications by the two valve devices may suggest themselves to thoseskilled in the art.

It is sometimes desirable that the apparatus be cut out of service byraising arm 11 out of position for engagement with trip 10 and holdingit there. As 1 have hereinbefore stated. this maybe accomplished withthe apparatus shownin Fig. 1 by turning cock 54 to such position as toadmit fluid pressure to chamber of the timing valve device 59. Thiscut-out feature is especially desirable. when two or more locomotives orother vehicles equipped with the apparatus are coupled together .in onetrain: in such cases it is desirable that the arm 11 on all suchvehicles except one should be raised out of operative position to avoidunnecessary engagement with the trips 10. It is also desirable in suchcases that the control of the brakes should be removed from the driversof the vehicles whose arms 11 are raised. In Fig. 12 l have shown oneform and arrangement: of apparatus for accomplishing these two functionssimultaneously. In this view the ap airalns contained in the box L! isthe same as in Fig. l. but lib; is the main linid pressure reservoirwhich is supplied with tluid pressure from any suitable source such as acom ncssor. H0 is the brake pipe which is contr lled by an engineersbrake valve 1 52 in the usual and well-known nannei: its here shown theautomatic control ot' the brakes by the valve device it) is a complishedby conn cting this valve device directly with the brake pipe M0, anormally open valve 12o being insorted in pipe ll as in Fig l to releasethe brakes after an automatic application. The pipe (I; loading to valve5%) is. as here shown, connected with main reservoir 130 through anorifice 137 of restricted area: a timing reservoir 139 is connected withpipe 83 for a.

purpose hereinafter explained. 13? is a cock comprising two ports 131and 1 33 arranged at substantially right angles to each other. Port 123iis adapted to connect the engineer's valve 132 with, or disconnect itfrom, the brake pipe 1-H), according as the cock is turned to theposition shown in Fig. 13 or to the position shown in Fig. 12. Port 135is adapted to connect pipe 83 with the main reservoir 136 or withatmosphere. according as the cock is turned to the position shown inFig. 12 or to the position shown in Fig. 13. It will be seen, therefore.that when the engineers brake valve 132 is connected with the brake pipe140, the pipe 83 is connected with atmosphere, and that when theengineer s brake valve and brake pipe are disconnected, the pipe isconnected with reservoir 136.

The operation of the apparatus shown in Fig. 12 is follows: The cock 133usually occupies the position shown in Fig. 13. so that the engineer ordriver ot' the vehicle has control of the fluid pressure brakes throughthe engineers brake valve 132, and so that arm 11 is not raised out ofoperative position except when raised automatieallv as the vehiclepasses a trip 10 ator below the permissive speed. \Vhen two or morevehicles equipped with the apparatus are coupled together. the cocks 133on all such vehicles except one are turned to the posi tion shown inFig. 12, thereby disconnecting the engineers brake valves from the brakepipe on these vehicles and also raisin; the arms 11 of these vehiclesout of position for engagement. with the trips 10, which is the positionof the arm 11. as shown in Fig. 12.

It will be obvious that with the appaiatus shown in Fig. 12 if the pipe.HR were connect-ed directly with the reservoir 13a without the orifice137 of restricted area and the timing reservoir 139. the apparatus couldbe misused by the driver to enable him to pass a trip 10 eventhough theramp rail immediately in the rear thereof were dei nergized. This misuseis prevented, however. by the orifice of restricted area and the timingreservoir; the operation in case of attempted misuse, as follows:Because of the re stricted orifice 137 and the timing reservoir 139, aconsiderable period of time is required after the cock 133 is turned tothe position shown in, Fig. 12 het' re the pressure in chamber becomessutliciont to cause as in 11 to be raised. But when the cock 13$; isturned to this position, brahe pipe 1 W i the same time disconnecttdfrom the ti' neers valve 13;? and, therefoie, tioni t. reservoir 130,hence the fluid pr brake pipe 14) immediatelv begn out. The orifice 1??and i'eserioir i ltl are so adjusted that the time required, atterturning cock 135, for the arm ii to be rai ed is greater than the timerequired for the pressure in the brake pipe 140 to fall to such value asto cause an application of the brakes. Hence. it. will be seen that ifthe driver attempts to pass a trip 10 by raising the arm 11 by means ofcock 133, the brakes will be applied before the vehicle reaches the tripit).

Although I have herein shown only a few forms of apparatus embodying ininvention. it is understood that various changes and modifications maybe made therein within the scope of the appended claims withoutdeparting from the spirit and scope of my invention.

llavin thus described my invention, what: I claim is:

'1. In combination, a railway track, a vehicle, adapted to travelthereon, a trip located in the trackwav. an arm on the vehicle biased toposition for engagement with the trip, a member adapted to move the armout of said engaging position against the bias but to permitsiinilarinovement of the arm by the trip without causing movement ofsaid member, means for moving said member, and means operated byrelative movement of said arm and said member for controlling thevehicle.

In combination, a railwa track, a vehicle, adapted to travel thereon, atrip located in the tracknav, an arm on the ve hit-lo biased to positionfor engagement with the trip, means for moving the arm out of saidengaging position against its bias and for permitting nn'weuicnt of thearm by the trip in the same direction relative to said mean and in anscontrolled by said movement of the arm relative to its moving: means forgoverning the vehicle. A

I}. in C(iil'llJiliutlUli. a railway track, a vehicle adai'ited totravel thereon, a. trip in the trackway. two members on the vehicle.means on the. vehicle operated by the trip for moving one of saidmembers relative to the other, means on the vehicle for moving saidmembers simultaneouslv out of position for movement of the one member bythe trip, a third niei'nber on the vehicle moved by the said movement ofone. oi the first two meinhers relative to ihe other. the movement ofsaid third m mber being in a lateral direction with relation to themovements of the iirst two members. and means operated by said lat ralmovement of the third member 'ior controlling the vehicle,

:oii i:iat.i n, a railway track, 2; ada ted t travel thereon, a trip ini ipathway, an arm on the to engage the trip and to a .iiember on thevehicl nu \v on ntof the arm, 21 ond member on the vehicle, means for eingr simultaneous movements of said two members or for permittingmovement of the lirst member relative to the second memion her, a thirdmember moved laterally by said relative movement but not moved laterallyby said simultaneous movement of the first two members, and meansoperated by said third member for controlling the vehicle.

5. In combination, a railway track, a vehicle, adapted to travelthereon, a trip located in the trackvay, an arm on the vehicle biased toposition for engagement with the trip, a member adapted to move the armout of said engaging position against the bias but to permit movement ofthe arm in the same direction by the trip without causing movement of said member, means operated by relative movement of said arm and saidmember for controlling the vehicle, a source of fluid pressure on thevehicle, a cylinder and a piston one of which is operatively connectedwith said member, and means for admitting fluid pressure to the cylinderto cause movement of the arm out of position for engagement with thetrip. 6. In combination, a railway track, a .vehicle adapted to travelthereon, a trip located in the trackway, an arm on the vehicle biased toposition for engagement with the trip, a head connected with said arm, acrosshead adapted to engage the head to move the arm out of saidposition for engagement with the trip but to permit the head to moveaway from the crosshead when the arm is moved by the trip, means formoving said crosshead, and means operated by said movement of the headaway from the crosshead for controlling the vehicle.

7. In combination, a railway track, a vehicle adapted to travel thereon,a trip located in the traclnvay, an arm on the ve- -hicle biased toposition for engagement with the trip, a rod connected with the arm andprovided with a head, a second rod provided with a crosshead adapted toengage said head to move the arm out of such engaging position but topern'iit the head to move away from the crosshead when a similarmovement of thc arm is caused by the trip, so that said movement of thearm by the trip does not cause movement of the second rod: means formoving said second rod, and means operated by movement of the head awayfrom the crosshead for controlling the vehicle 8. In combination, arailway track, a ve -hicle: ad'aptcd to travel thereon, a trip locatedin the trackway and having an in clined face, an. arm on the vehiclebiased to position'tor engagement with said inclined face, a member onthe vehicle adapted to move the a m out of position for engage ment withsaid inclined face but adapted to permit the arm to be moved by saidinclined face without moving the member, and

means operated by the relative movement of the arm and the member forcontrolling the vehicle.

9. In combination, a ailway track, a vehicle adapted to travel thereon,a trip located in the traclnvay, an arm on the vehicle adapted to engagethe trip at times, a spring biasing said arm to position for engagingthe trip, a head connected with said arm, a crosshead adapted to engagethe head to move the arm out of position for engagement with the tripagainst the action of the spring but also adapted to permit the head tomove away from the crosshead when the arm engages the trip, meansoperated by said movement of the head away from the crosshead forcontrolling the vehicle, a cylinder, a piston therein (,lperativelyconnected with the crosshcad, a source of fluid pres sure on thevehicle, and means for admitting fluid pressure to the cylinder oneither side of the piston.

10. In combination, a railway track, a vehicle adapted to travelthereon, a trip located in the tracluvay. an arm on the vehicle biasedto position for engagen'icnt with the trip, a head member connected withthe arm, a crossliead member adapted to engage the head member to movethe arm out of position for engagement with the trip but also adapted topermit the head member to move away from the crosshcad member when thearm engages the trip, a latch mounted on one of said members and adaptcdto be moved laterally by the other of said membcrs when the head membermoves away from the crosshead member, and means operated by lateralmovement of the latch for controlling the vehicle.

ll. ln combination. a railway track. a vchicle adapted to travelthcrcon, a trip lo catcd in the trackway. an arm on the vehicle biasedto position for cngagcmcnt with the trip, a head member connected withthe arm, a crosshead member adapted to engage the head member to movethe arm out of position for engagement with the trip but also adapted topermit the hcad mcmber to move away from the crosshead member when thearm engages the trip, a latch pivotally mounted on. one of said membersand adapted to be moved lat rally y the other of said members when thehead member moves away from the crossh ad member. a fluid pressure brakeapparatus on the vehicle, and a valve operatcd by the lateral movementof said latch for controlling said brake apparatus 12. ".n rombination,a railway track, a vehicle adapted to travel thereon, a trip located inthe traclrway and having an in clined face, an arm mounted on thevehicle and biased to position for engagement with said inclined face, arod one end of which is connected with the arm and the other end ofwhich is pro ided with a nut. a crosshead provided with a hole throughwhich the rod passes and adapted to engage the nutto move the arm out ofposition for engage ment with the trip, whereby the nut moves away fromthe crosshead when the arm is moved by the inclined face of the trip,means for moving the crosshead, a latch pivotally mounted on thecrosshead and provided with a shoulder which is engaged by the nutwhereby the latch is moved laterally when the nut moves away from thecrosshead, and means operated by lateral movement of the latch forcontrolling the vehicle.

13. In combination, a fluid pressure motor comprising a cylinder, asource of fluid pressure, a valve for controlling the supply of fluidpressure from said source to one end of said cylinder or the otheraccording as the slide valve occupies one position or another, twopistons of different area oper atively connected with the valve, meansfor constantly supplying fluid pressure from said source to the pistonof smaller area to move the valve to one of said positions, means for attimes also supplying fluid pressure from said source to the other pistonto move the valve to the other of said positions, and railway trafficcontrolling apparatus controlled by said motor.

14. In combination, a fluid pressure motor comprising a cylinder, asource of fluid pressure, a valve for @onnecting one end of saidcylinder with atmosphere or with said source of fluid pressure accordingas the valve occupies one position or another, two pistons of differentareas operativcly connected with said valve, means for constantlysupplying fluid pressure from said source to the piston of sn'lallerarea to move the valve to one of said positions, means for at times alsosupplying fluid pressure from said source to the other piston to movethe valve to the other of said positions, and railway trafliecontrolling apparatus controlled by said motor.

15. In combination, a fluid pressure motor comprising a cylinder, asource of fluid pressure, a valve for connecting one end of saidcylinder with atmosphere or with said source of fluid pressure accordingas the valve occupies one position or another, two plstons of differentareas operatively connected with said valve, means for constantlysupplying fluid pressure from said source to the piston of smaller areato move the valve to one of said positions, a timing reservoir incommunication with the piston of larger area, an orifice of restrictedarea connected with said reservoir, means for at times connecting saidreservoir with the source of fluid pres sure through said orificewhereby after an interval of time the pressure on the piston of largerarea reaches a value sullicient to overcome the pressure on the pistonof smaller area so that the valve is then moved to the other of saidpositions, and railway trailie controlling apparatus controlled by saidmotor.

16. In combination, a fluid pressure motor comprising a cylinder, asource of fluid pressure, a valve for connecting one end of saidcylinder with atmosphere or with said source of fluid pressure accordingas the valve occupies one position or another, two pistons of differentareas ol'ierativi-tly connected with said valve, means for constantlysupplying fluid pressure from said source to the piston of smalle' areato move the valve to one of said positions, means for at times alsosupplying fluid pressure from said source to the other piston to movethe valve to the other of said positions, timing means associated withsaid last-1nentio11ed means for requiring an interval of time for thepressure on the larger piston to reach a value suflicient to overcomethe pressure on the smaller piston, and railway traffic controllingapparatus controlled by said motor.

17. In combination, a fluid pressure motor comprising a cylinder, asource of fluid pressure, a valve for connecting one end of saidcylinder with atmosphere or with said source of fluid pressure accordingas the valve 00- cupics one position or another, two movable members ofditi erent effective areas operatively connected with said valve, meansfor constantly supplying fluid pressure from said source to the movablemember of smaller effective area to move the valve to one of saidpositions, means for at times also supplying fluid pressure from saidsource to the other movable member to move the valve to the other ofsaid positions, timing means assoeiated with said last-mentioned meansfor requiring an interval of time for the pressure on the movable memberof larger ell'ective area to overcome the pressure on the other movablemember, and railway traflic controlling means controlled by said motor.

18. In combination, a fluid pressure motor comprising a cylinder, asource of fluid pressure, a valve for connecting one end of saidcylinder with atmosphere or with said source of fluid pressure accordingas the valve occupies one position or another, two movable members ofdifferent ctTcctive areas operativelv connected with said valve, meansfor constantly supplying fluid pressure from said source to the movablemember of smaller eli'cctive area to move the valve to one of saidpositions, a timing reservoir in communication with the movable memberof larger efl'ective area, an orifi e of restricted area connected withsaid lxaervoir, means responsive to variations of temperature forvarying the area of said orifice, means for at times connecting saidreservoir with the source of fluid pressure through the orifice wherebyafter a predetermined interval of time the pressure on the member oflarger area reaches a value sullieient to overcome the pressure on themovable member of smaller area so that the valve is then moved to theother of said positions, and railway traflic controlling meanscontrolled by said motor.

19. In combination, a fluid pressure motor comprising a cylinder, asource of fluid pressure, a valve for connecting one end of said a.seated, means for at times also supplying fluid pressure from saidsource to the other piston to move the valve to the other of saidpositions, said movement being rapid because of the reduced effectivearea of the smallen'pisten as soon as the latter is unseated, andrailway traflic' controlling apparatus controlled by said motor.

20. In'combination, a fluid pressure motor! comprising a cylinder, asource of fluid pressure, a valve for controlling the supply of fluidpressure from said source to one end of said cylinder or the otheraccordlng as'the valve occupies one position or another, two pistons ofdifferent area operatively connected with the valve, means forconstantly supplying fluid pressure from said source to the piston ofsmaller area to move the valve to one of said positions, a timingreservoir in communication with the piston of larger area, an orifice ofrestricted area connected with said reservoir, means for at timesconnecting said reservoir with the source of fluid pressure through thesaid orifice whereby after an interval of time the pressure on thepiston of larger area reaches a value sufficient to overcome thepressure on the smaller piston so that the valve is then moved to itsother position, and railway traflic controlling apparatus controlled bysaid motor.

21. In combination, a fluid pressure motor comprising a c linder, asource of fluid pressure, avalve or controlling the supply of fluidpressure from said source to one end of said cylinder or the otheraccording as the valve occupies one position or another, a pistonconnected with said valve, means for constantly supplying fluid pressurefrom said' source to one side of said iston to move the valve to one ofits positions, a second piston of greater area than the first and alsoconnected with the valve to move it to its other position, means for attimes supplying fluidpressure from said source to one side of saidsecond piston also whereby the valve is moved to its other positionagainst the action of the fluid pressure on the first piston,

I a I I a spring acting upon the valve and tending to move it to itssecond-mentioned position,

and means for at times supplying fluid pres: a

sure from said source to the other side of the first piston whereby thepressure on the two sides of this piston are then equalized and thevalve is moved to its second-mentioned position by the springindependently of the second piston.

22. In combination, a railway, a vehicle traveling thereon, a triplocated in the trackway, an arm carried bythe vehicle and adapted toengage the trip, a cylinder and a p1ston for moving the arm out ofposition," for engagement with the trip, a source of fluid pressureonthe vehicle, a valve for controlling the supply of fluid pressure fromsaid source to the cylinder, a piston for operating said valve, a timingreservoir for supplying fluid pressure to the last-mentioned piston, avalve for controlling the sup ly of fluid pressure to said reservoir,an'e ectromagnet for controlling said valve, and means for energizingsaid e e the brakes, and a second valve or effecting an emergencyapplication of the brakes, an arm on the vehicle adapted to eng-a e saidtrip, and means controlled by the impact of said arm against the tripfor operating said service application valve or said emergencyapplication valve according as the e trackway, a fluid pressurebrakctromagnet when the vehicle reaches a predetermined pointin thespeed of the vehicle is below or above a pre- 1 determined point. a v.

24. In comblnation, a railway track, a ve hicle adapted to travelthereon, means'onthe vehicle for eiiecting a slow stoppage thereof andother means on the vehicle for effecting a quick stoppage thereof, atrip located in the trackway, an arm on the vehicle adapted to engagethe trip, means controlled by the impact of the arm against the tri foroperating the slow stoppage means an the, quick stoppage means andresilient means for preventing the operation of the quick stoppage meanswhen the speed of the vehicle is below a predetermined point. 5 1

25. In combination, ajr'ailway track,'avehicle adapted to travelthereon, aftri 'IO-' cated in the trackway, a fluid pressure rak ingapparatus on the-vehicle, a valve on the vehicle for effecting a serviceapplication of the brakes, another valve on the vehicle for effecting anemergency application of the brakes, an arm on the vehicle adapted toengage said trip, means controlled by the impact of said arm with saidtrip for operating said service application valve and said emergencyapplication valve, and resilient means I01 preventin the operation ofsaid emergency valve W en the vehicle is traveling below a predeterminedspeed.

26. In combination, a railway track, a vehicle adapted to travelthereon, a trip located in the trackway, an arm on the vehicle adaptedto engage the trip to control the vehicle: fluid pressure braking systemon the vehicle including a brake pipe and'an engineers brake valve,means on the vehicle for causing said arm to be moved out of and heldout of position for engagement with the trip, and means operativelyassociated with said means for disconnecting the brake pipe from theengineers brake valve.

27. In combination, a railway track, a vehicle adapted to travelthereon, a trip located in the trackvvay, an arm on the vehicle adaptedto engage the trip to control the vehicle; a fluid pressure brakingapparatus on the vehicle including a source of iluid pressure and abrake pipe, means on the vehicle for causing said arm to be moved out ofand held out of position for engagement with the trip, and meansoperatively associated with said means for disconnecting the brake pipefrom the source of fluid pressure.

28. In combination, a railway track, a vehicle adapted to travelthereon, a trip located in the trackway, an arm on the vehicle adaptedto engage the tripto control the vehicle, means on the vehicle formoving the arm out of engaging position, a fluid pressure device forcontrolling said means; a fluid pressure braking system on the vehicleincluding a source of fluid pressure, an engineers brake valve and abrake pipe; a cock adapted When in one position to connect the engineersbrake valve with the brake pipe and disconnect the said fluid pressuredevice from the source of fluid pressure, and when in another positionto disconnect the engineers brake valve from the brake pipe and connectthe fluid pressure device with the source of fluid pressure.

29. In combination a railway track. a ve; hicle adapted to travelthereon, a trip located in the trackway, an arm on the vehicle adaptedto engage the tri to control the vehicle, means on the vehicle formoving the arm out of engaging position, a fluid prcssure device forcontrolling said means; a fluid pressure braking system on the vehicleincluding a source of fluid pressure, an engineer's brake valve and abrake pipe; a cock adapted when in one position to connect the engineersbrake valve with the brake pipe and connect the said fluid pressuredevice with atmosphere, and when in another position to disconnect thebrake pipe from the engineers brake valve and to disconnect the fluidpressure device from atmosphere and connect it with the source of fluidpressure.

30. In combination, a railway track, a vehicle adapted to travelthereon, a trip located in the trackway, an arm on the vehicle adaptedto engage the trip to control the vehicle, means on the vehicle formoving the arm out of engaging position, a fluid pressure device forcontrolling said means; a fluid pressure braking system on the vehicleincluding a source of fluid pressure, an engineefls brake valve and abrake pipe; a cock adapted when in one position to connect the engineersbrake valve with the brake pipe and connect the said fluid pressuredevice with atmosphere, and when in another position to disconnect thebrake pipe from the engineers brake valve and to disconnect the fluidpressure device from :itmospherc and connect it with the source of fluidpressure, and means interposed between the source of fluid pressure andthe fluid pressure device for requiring a period of time for thepressure in said device to become suflicient to cause the arm-movingmeans to operate.

31. In combination, a railway track, a vehicle adapted to travelthereon, a trip located in the trackway, an arm on the vehicle adaptedto engage the trip to control the vehicle; a fluid pressure brakingsystem on the vehicle including a source of fluid pressure, an engincersbrake valve and a brake pipe; means on the vehicle for moving the armout of engaging position, controlling means for setting said means intooperation, apparatus for requiring a period of time after the saidmoving means is set into op eration before the arm is moved, and meansoperated simultaneously with the said controlling means fordisconnecting the brake pipe from the engineers valve.

In combination, a fluid pressure motor comprising a cylinder, a sourceof fluid pressure, a alve for connecting one end of said cylinder withor disconnecting it from the said source, according as the valve 00-cupies one position or another, a piston operatively connected with thevalve, means for biasing said valve and piston to one of said positions,means for constantly supplying fluid pressure to one side of said pistonto overcome the bias and move the valve to the other of said positions,means for at times also supplying fluid pressure to the other side ofsaid piston thereby balancing the fluid pressure on the piston-wherebythe valve is moved to the first-mentioned position by the said bias,means associated With said last-named means for requiring a period oftime for the pressure on the last-mentioned. side of the piston to reacha value sufficient to permit the valve to he moved by said biasingmeans, and railway traflic controlling apparatus controlled by saidmotor.

33. In combination, a railway track, 2, ve-

eon, a trip 10- a deviee carried by to posltion for engagement with thetrip to govern the vehicle, a source of fluid pressure on the vehicle, afluid pressure motor on the vehicle adapted to move the device out ofposition for engagement with the trip, a valve for controlling thesupply of fluid pressure from said source to said motor, meansfor'operating said valve, and means for requiring the elapse of apredetermined time interval from the time said last-mentioned means isset into operation to the time the valve is' operated.

In testimony whereof I aflix my signature in presence of two Witnesses.

LLOYD V. 'LEWIS.

Witnesses: V,

A. HERMAN WEGNER, WILLIAM ZABEL.

